EA025342B1 - Engine system and method - Google Patents

Abstract

An engine system is provided, comprising a plurality of cylinders including one or more donating cylinders and one or more non-donating cylinders. A control module controls an operation of the one or more donating cylinders relative to, or based on, the operation of the one or more non-donating cylinders.

Description

(57) An engine system is proposed comprising a plurality of cylinders including one or more donor cylinders and one or more non-donor cylinders. The control unit controls the operation of one or more donor cylinders relative to or based on the operation of one or more donor cylinders.

025342 Β1

Technical field

The invention relates to internal combustion engines and to systems and methods for exhaust gas recirculation.

State of the art

Engines comprise a plurality of cylinders having combustion chambers with pistons located in the combustion chambers. The intake air is directed into the combustion chambers and is compressed in the combustion chambers. Ignited fuel creates pressure in the combustion chamber, which drives the piston. When fuel ignites in the combustion chamber, exhaust gases are generated. Some engines try to change the composition of the intake air by recirculating parts of the exhaust gas back to the intake. Exhaust gas recirculation can be called BOK (exbay! Yes §sscrci1a11op).

In a specific configuration of the EOC engine, exhaust gases are recirculated from one or more specialized cylinders back into the intake air stream. The exhaust gas cylinder may be called a donor or a donor cylinder.

It may sometimes be desirable to have an engine system with components, features or functions that differ from the EOC engines currently available. It may also be desirable to have engine systems with operating modes that are different from the operating modes available in known EOC engines.

SUMMARY OF THE INVENTION

Engine system is offered. An engine system comprises a plurality of cylinders including one or more donor cylinders and one or more non-donor cylinders. The control unit controls the operation of one or more donor cylinders with respect to, or based on, the operation of one or more donor cylinders.

In one embodiment, a diesel engine system is provided. The system comprises a non-donor cylinder, a donor cylinder and a control unit. The non-donor cylinder has a first piston connected to the shaft and configured to move inside the first combustion chamber of the non-donor cylinder in accordance with a multi-stroke cycle. The donor cylinder has a second piston connected to the shaft and configured to move inside the second combustion chamber of the donor cylinder in accordance with a multi-cycle cycle. The non-donor cylinder and the donor cylinder receive air and diesel fuel in accordance with the operating parameters of the non-donor cylinder and the donor cylinder for igniting diesel fuel and moving the first and second pistons inside the first and second combustion chambers, respectively. The operating parameters specify at least one of the following: gas distribution for the multi-cycle cycle, timing of the injection for the multi-cycle cycle or the amount of diesel fuel received by the non-donor cylinder and the donor cylinder during the multi-cycle cycle. The control unit is connected to the non-donor cylinder and the donor cylinder. The control unit changes at least one of the operating parameters of the donor cylinder with respect to the operating parameters of the non-donor cylinder based on one or more of an engine performance indicator or an exhaust emission characteristic of one or more donor and non-donor cylinders.

In one embodiment of the invention, a method for controlling a diesel engine system is provided. The method includes controlling a donor cylinder and a non-donor engine cylinder.

Brief Description of the Drawings

FIG. 1 is a diagram of a mechanized rail vehicle in accordance with one embodiment of the invention.

FIG. 2 is a diagram of a diesel engine system shown in FIG. 1, in accordance with one embodiment of the invention.

FIG. 3 is a diagram of the donor cylinder shown in FIG. 2, in accordance with one embodiment of the invention.

FIG. 4 illustrates a timing diagram of the operation of the donor cylinder shown in FIG. 2, in accordance with a multi-cycle cycle according to one embodiment of the invention.

FIG. 5 is a flowchart of a method for controlling a diesel engine system shown in FIG. 1, in accordance with one embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION

An engine system is proposed, as well as an appropriate method for controlling the engine system. In one embodiment of the invention, the engine system comprises a plurality of cylinders comprising one or more donor cylinders and one or more non-donor cylinders. The control unit controls the operation of one or more donor cylinders with respect to, or based on, the operation of one or more donor cylinders.

For clarity, one or more embodiments of the invention may be described in connection with motorized rail vehicle systems including diesel-electric locomotives with trailed passenger or freight cars, however, embodiments of the invention described herein are not limited to such locomotives or diesel engines. For example, an engine system may be mobile or stationary.

- 1 025342

If the engine system is mobile, then it may be part of the vehicle. Suitable vehicles are those that move along one or more rails, mining vehicles, automobiles, ships, etc. These embodiments of the invention may represent a system and method by which the operating parameters of a donor cylinder, for example, a diesel engine or gasoline engine, are controlled relative to other, non-donor, cylinders in the engine to reduce an exhaust component such as nitric oxide (ΝΟ _Χ ) , without reducing the operating efficiency of the engine.

In FIG. 1 is a diagram of a mechanized rail vehicle 100 in accordance with one embodiment of the invention. The rail vehicle 100 comprises a drive mechanized block 102 coupled to several trailed cars 104 that move along one or more rails 106. In one embodiment, the drive mechanized block 102 is a locomotive located at the front end of the rail vehicle 100, and trailed wagons 104 are freight wagons for carrying passengers and / or cargo. The leading mechanized unit 102 comprises a diesel engine system 116. The diesel engine system 116 generates traction to drive the rail vehicle 100. The diesel engine system 116 includes a diesel engine 108 generating power for the traction motors 110 connected to the wheels 112 of the rail vehicle 100. For example, the diesel engine system can rotate the shaft 204 (shown in Fig. 2), which is connected to an alternator or an energy source (not shown). An alternating current generator or energy source generates electric current as a result of the rotation of the shaft 204. Electric current is supplied to the traction motors 110, which rotate the wheels 112 and drive the rail vehicle 100.

Rail vehicle 100 comprises a control unit 114 that is coupled to a diesel engine system. For example, the control unit 114 may be connected to a diesel engine system using one or more wired and / or wireless connections. The control unit 114 changes the operating parameters of the diesel engine system to change the emission of components from the diesel engine system, while avoiding a significant decrease in the efficiency of the diesel engine system. For example, the control unit 114 may switch and / or adjust the operating parameters of the diesel engine system to reduce emissions ΝΟ _Χ from the diesel engine system, while maintaining the efficiency of the engine system when converting fuel to power above a threshold efficiency level.

Moreover, the control unit can change operating parameters when changing the load requirements of the engine system. The load requirement is the power requested or required from the engine system. For example, a load requirement on an engine system may represent horsepower required to propel a vehicle along a given route for the respective cargo and / or passengers. The load requirement may vary along the route due to changes in slope, speed limits, and similar route parameters. The control unit adjusts the operating parameters as the load requirements change so as not to exceed the emission limits and not to allow a significant decrease in the efficiency of the engine system.

Suitable control units may include a processor, such as a computer processor, controller, microcontroller, or other type of logic device that operates on the basis of sets of instructions stored on a computer-readable medium 118. The computer-readable medium may be an electrically erasable programmable read-only memory (eeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeopeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeortailed! Tetogu, EE POM), simple read-only memory (geo op1u tetogu, VOM), programmable read-only memory (rogdatt ALL GAY OPTU TOGO, RVOM), Erasable Programmable Read-Only Memory (EGG, Easy Access TOGO, ERVOM), flash memory, hard disk, or other type of machine memory. In addition, the control unit can interact with a remote data center to exchange data, receive work instructions and / or updates and corrections of the software version, provide information and report on compliance with regulatory requirements, as well as provide services related to diagnostic and / or prognostic information.

In FIG. 2 is a diagram of an engine system 116 in accordance with one embodiment of the invention. The engine system includes an engine system associated with a control unit. The engine system comprises several cylinders 200, 202, here referred to as non-donor cylinders and donor exhaust gas cylinders 202. Non-donor cylinders may be exhaust gas recirculation (ERU) cylinders, which may be called conventional ERU cylinders. In the illustrated embodiment, the engine system comprises four non-donor cylinders 200 and two donor cylinders 202. Another system may comprise a different number of non-donor and / or donor cylinders.

- 2 025342

In the illustrated embodiment, the non-donor cylinders 200 and the donor cylinders 202 comprise pistons 302 (shown in FIG. 3) that move inside the non-donor cylinders 200 and the donor cylinders 202. The movement of the pistons 302 is converted to rotation of the shaft 204. As described above, rotation of the shaft 204 used to propel a vehicle.

Non-donor cylinders 200 are hydraulically connected to the exhaust manifold 206. The exhaust manifold 206 includes one or more channels that direct exhaust gases from the non-donor cylinders 200 to the turbocharger 208. In the non-donor cylinders 200, exhaust gases are generated as a result of fuel combustion. The exhaust gas enters the turbocharger 208 and can be used to suck and pump ambient air into the intake manifold 210. The intake manifold 210 is hydraulically connected to the intake manifold 212 of the engine system 116 via a manifold valve 214.

Donor cylinders 202 are hydraulically coupled to the ECC manifold 216. By hydraulic connection is meant that the donor cylinders 202 are connected to the ECC collector so that a flowing substance, such as gas or liquid, can pass or flow from the donor cylinders 202 to the ECC collector 216. The ECC collector 216 includes one or more channels that direct exhaust gases from the donor cylinders 202 to the ECC cooler 218. ECC cooler 218 is a device that reduces the temperature or thermal energy of exhaust gases from donor cylinders 202. For example, ECC cooler 218 can include one or more compressors or fans that cool exhaust gases from donor cylinders 202.

The ECC cooler 218 is hydraulically coupled to a manifold valve 214. The manifold valve 214 hydraulically connects the intake manifold 210 to the ECC cooler 218, so that the exhaust gases from the donor cylinders 202 cooled by the ECC cooler 218 are mixed with ambient air from the intake manifold 210. The mixture of ambient air and cooled exhaust gas may be referred to as intake air or air, taken by non-donor cylinders and / or donor cylinders.

The intake air is directed by the manifold valve 214 to the intake manifold 212. The intake manifold 212 directs the intake air to the non-donor cylinders 200 and the donor cylinders 202. The non-donor cylinders 200 and the donor cylinders 202 use the intake air to burn fuel inside the non-donor cylinders 200 and the donor cylinders 202.

In FIG. 3 is a diagram of one of the donor cylinders in accordance with one embodiment of the invention. Although the description of FIG. 3 relates to donor cylinders; a description of the operation of donor cylinder 202 may also apply to a non-donor cylinder (as shown in FIG. 2). The donor cylinder comprises a combustion chamber 300. A piston 302 is located inside the combustion chamber 300. Referring to FIG. 3, the piston 302 moves up and down within the combustion chamber 300. The piston 302 is connected to the shaft 204 via a crankshaft 304. The crankshaft 304 converts the linear motion of the piston 302 in the combustion chamber 300 into rotation of the shaft 204. In one embodiment, the shaft 204 is common a shaft with which pistons 302 in each non-donor cylinder 200 (shown in FIG. 2) and the donor cylinder 202 are connected via crankshafts 304.

The donor cylinder 202 includes an inlet valve 308 that opens and allows intake air to enter the combustion chamber 300 and closes to prevent additional intake air from entering the combustion chamber 300. For example, the donor cylinder 202 may have an inlet channel 306, which is hydraulically connected to the intake manifold 212 (shown in Fig. 2). An inlet valve 308 is located between the combustion chamber 300 and the inlet channel 306. The inlet valve 308 opens to allow intake air from the intake manifold 212 to enter the combustion chamber 300, and closes to prevent intake air from the intake manifold 212 to the combustion chamber 300 . The inlet valve 308 may be opened or closed using the control unit 114. A fixed or adjustable cam, such as a variable cam (cam) (CCF) (not shown), configured to operate under control of a control unit 114 to open or close the intake valve 308, may be coupled to the intake valve 308.

The donor cylinder 202 includes an exhaust valve 310 that opens to direct the exhaust gases generated in the combustion chamber 300 from the combustion chamber 300 and closes to prevent exhaust gases and / or intake air from leaving the combustion chamber 300. For example, the donor cylinder 200 may have an outlet channel 312 that is hydraulically coupled to the exhaust manifold 206 (shown in FIG. 2). An exhaust valve 310 is located between the combustion chamber 300 and the exhaust channel 312. The exhaust valve 310 is opened to allow exhaust gases generated in the combustion chamber 300 to exit the combustion chamber 300 to the exhaust channel 312 and the exhaust manifold 206. The exhaust valve 310 is closed to prevent the exhaust gases and / or air from the combustion chamber 300 from leaving the combustion chamber 300 to the exhaust manifold 206. The exhaust valve 310 may be opened or closed using the control unit 114. A fixed or adjustable cam, such as a variable cam (cam) (cam) (not shown), may be connected to the exhaust valve 310 and may be operated with a control unit 114 to control the opening or closing of the exhaust valve 310.

The donor cylinder 202 comprises a fuel injector 314 that directs fuel to the combustion chamber 300. Fuel injector 314 is located between a source or fuel supply (not shown), such as a gas tank, and a combustion chamber 300. In one embodiment, fuel injector 314 injects fuel into combustion chamber 300 based on a command or instruction from control unit 114.

Continuing with the description of FIG. 3, refer to FIG. 4 illustrating a timing diagram 400 of an operation of a donor cylinder 202 in accordance with a multi-cycle cycle according to one embodiment of the invention. Although the timing diagram 400 is described with respect to the operation of the donor cylinders 202, alternatively, the timing diagram 400 may be applied to the operation of the donor cylinders 200 (shown in FIG. 2).

In one embodiment, the donor cylinder 202 operates on a multi-cycle basis. The piston 302 moves inside the combustion chamber 300 during a multi-cycle cycle to rotate the shaft 204. Alternatively, the donor cylinder 202 may operate on the basis of another cycle. The multi-cycle cycle is shown in the timing diagram 400. In the illustrated embodiment, the multi-cycle cycle is a four-cycle cycle that includes an intake cycle 402, a compression cycle 404, a combustion cycle 406, and an exhaust cycle 408. Alternatively, a multi-cycle cycle may include a different number of measures. The intake stroke 402 lasts from the first point in time 412 to the subsequent second point in time 414. The compression stroke 404 lasts from the second point in time 414 to the subsequent third point in time 416. The burning cycle 406 lasts from the third point in time 416 to the next fourth time point 418. Step 408 release lasts from the fourth time point 418 to the next fifth time point 420.

During the intake stroke 402, the intake valve 308 is opened to direct intake air to the combustion chamber 300. The intake air intake into the combustion chamber 300 takes the piston away from the intake valve 308 towards the shaft 204. In the illustrated embodiment, the intake air takes the piston 302 down.

After the intake stroke 402, a compression stroke 404 follows. During the compression stroke 404, the piston 302 moves in the opposite direction to the fuel nozzle 314. For example, in the illustrated embodiment, the piston 302 moves upward towards the top of the combustion chamber 300. As the piston moves upward, the volume of the combustion chamber 300 decreases, while the amount of intake air in the combustion chamber 300 remains the same. As a result, the intake air in the combustion chamber 300 is compressed by the piston 302. The compression of the intake air heats the intake air inside the combustion chamber 300.

After compression cycle 404, combustion cycle 406 follows. During combustion stroke 406, fuel is injected into the combustion chamber 300 by the fuel injector 314. For example, as the piston 302 reaches or reaches the top of the combustion chamber 300, the fuel nozzle 314 can spray fuel into the combustion chamber 300 in the illustrated embodiment. The compressed and heated intake air in the combustion chamber 300 ignites the fuel in the combustion chamber 300. The fuel ignites and burns inside the combustion chamber 300. The combustion of the fuel creates an increased pressure inside the combustion chamber 300 and causes the piston 302 to move away from the fuel nozzle 314. For example, the combustion of the fuel can cause the piston 302 to move down according to FIG. 3.

After a beat 406 of burning follows a beat 408 release. The combustion of fuel within the combustion chamber 300 creates exhaust gases in the combustion chamber 300. Exhaust gases may include components such as ΝΟ _Χ , δΘχ, and particulate matter (Schexey tayeg) (PM). During the exhaust stroke 408, the piston 302 moves back up to the fuel nozzle 314, and the exhaust valve 310 is opened to direct exhaust gases from the combustion chamber 300. For example, the exhaust valve 310 may open to allow exhaust gases to flow from the combustion chamber 300 to the outlet channel 312 and from the outlet channel 312 to the SIDE collector 216. (shown in Fig. 2). As for the non-donor cylinder 200 (shown in FIG. 2), the exhaust valve 310 is opened to direct exhaust gases to the exhaust channel 312 and from the exhaust channel 312 to the exhaust manifold 206. The movement of the piston 302 displaces the exhaust gases from the combustion chamber 300.

Four cycles 402, 404, 406, 408 of the four-cycle cycle are repeated during the operation of the engine system. For example, after the beat 408 of the release of the first four-stroke cycle, the intake stroke 402 of the subsequent second four-stroke cycle follows.

Some operating parameters of the donor cylinders 202 and the non-donor cylinders 200 specify the timing, injection timing and / or amount of fuel used in the multi-cycle cycle. The parameters may be set or fixed for the non-donor cylinders 200, but for the donor cylinders 202, the parameters may be variable in one embodiment of the invention. For example, the operating parameters of the non-donor cylinders 200 may be predetermined and / or unchanged, such as predetermined ratios of one to another that do not change or do not change relative to each other, based on the load requirement for the engine system and / or the variation of the maximum emission levels. On the other hand, the operating parameters of the donor cylinders 202 can be adjusted relative to the operating parameters of the donor cylinders 200, so that the operating parameters of the donor cylinders 202 can be changed without changing the parameters of the donor cylinders 200. The operating parameters of the donor cylinders 202 can be adjusted to reduce the emission of selected exhaust components by donor cylinders 220 and / or the engine system are below the emission limit values, while not reducing the efficiency of the engine system.

Some operating parameters of the non-donor and donor cylinders 200, 202 are described below. The list of parameters described herein is not exhaustive, but merely examples of parameters that can be changed for donor cylinders 202 with respect to parameters for non-donor cylinders 200. In one embodiment of the invention, the non-donor cylinders 200 operate in accordance with one or more operating parameters discussed herein, wherein these operating parameters are fixed or based on other parameters. On the contrary, the operating parameters for the donor cylinders 202 can be changed without changing the same operating parameters of the donor cylinders 200.

The intake valve closing parameter 410 (s1ake s1o8ige) (1US) represents the period of time when the intake valve 308 remains open, which allows intake air to flow into the combustion chamber 300. Parameter 410 1US can be expressed as the period of time when the intake valve 308 remains open, the time to which a certain rotation angle of the engine corresponds, and at which the intake valve 308 closes and / or the lift height of the intake valve 308. The lift height of the valve may be the distance at which intake valve 308 is open.

Parameter 410 1US is shown in FIG. 4 as a time period that lasts from the first time 412 to the second time 414. The first time 412 may indicate the time when the intake valve 308 opens, and the second time 414 may indicate the time when the intake valve 308 closes. The control unit can change the parameter 410 1US by increasing the parameter 410 1US to a longer parameter 410A 1US. The longer parameter 410A 1US increases the second time 414 to a longer time 414A so that the inlet valve 308 remains open for a longer period of time and allows more intake air to be directed into the combustion chamber 300. Alternatively, the 1US parameter 410 can be increased by moving the first time 412 to an earlier point in time and by opening the intake valve 308 earlier. The 1US parameter 410 can be reduced to a shorter or smaller 410V 1US parameter. A smaller parameter 410B 1US reduces the second time 414B to a shorter second time 414B or a second time 414B, which is closer to the first time 412. Alternatively, the first time 412 may occur later, which reduces the 410 1US. Decreasing parameter 410 1US causes the inlet valve 308 to remain open for a shorter period of time, as a result of which a smaller volume of intake air is directed to the combustion chamber 300.

Injection start parameter 422 (а о £ п п Р Р Р)))) (8 представляет) represents the point in time when the fuel injector 314 begins to inject fuel into the combustion chamber 300. For example, parameter 422 8ΟΙ may be expressed as the point in time at which the fuel injector 314 starts spraying fuel into the combustion chamber 300 during the combustion cycle 406. Parameter 422 8ΟΙ can be adjusted by the control unit 114 to change the time when fuel is injected into the combustion chamber 300. As shown in FIG. 4, parameter 422 8ΟΙ may be delayed to parameter 422A 8ΟΙ. The delayed parameter 422A 8ΟΙ causes the fuel injector 314 to direct fuel to the combustion chamber 300 at a later point in time. Parameter 422 8ΟΙ can be changed to parameter 422B 8ΟΙ, which occurs earlier or at an earlier point in time. Parameter 422B 8ΟΙ causes the fuel injector 314 to direct fuel to the combustion chamber 300 at an earlier time.

The fuel supply parameter represents the amount of fuel that is injected into the combustion chamber 300 by the fuel injector 314. For example, the fuel supply parameter can be expressed as the amount of fuel that is sent to the combustion chamber 300 during the combustion cycle 406. The control unit 114 may increase or decrease the fuel delivery parameter. An increase in the fuel supply parameter causes a larger amount of fuel to be injected into the combustion chamber 300 by the fuel nozzle 314 during the combustion stroke 406. In contrast, a decrease in the fuel supply parameter causes less fuel to be injected into the combustion chamber 300 during the combustion stroke 406.

In one embodiment, during operation of the engine system 116, the operator can increase the load of the engine system from a relatively low load point to a relatively high load point. Such an increase to a higher load point could cause an increase in the total amount of fuel supplied by the fuel system (such as a gas tank or storage chamber and corresponding pumps) to the non-donor and donor cylinders 200, 202. At a given fuel delivery speed (such as speed, at which fuel is supplied by the fuel supply system to the cylinders 200, 202) the actual engine speed may decrease relative to the desired or required engine speed for a higher load point. For example, an engine speed that corresponds to a higher load point may not be reached by the engine system 116. Instead, engine system 116 may operate at a lower actual rotational speed. The control unit 114 can monitor and respond to the difference between the actual and the required rotation speeds. The control unit 114 may compare the actual rotational speed with the desired rotational speed to determine a difference in rotational speeds. The control unit 114 may refer to a look-up table function or an equivalent function (which may be stored on the information storage medium 118) to determine the fuel delivery rate or the amount of fuel supplied to the donor cylinders 202. That is, the control unit 114 may determine or, if a lookup table is used, it may provide a ratio of the fuel delivery rates applicable to the non-donor and donor cylinders 200, 202. For example, this ratio of the fuel supply rates may be a ratio of the fuel supply rate for the donor cylinders 202 to the fuel delivery speed for the non-donor cylinders 200. Fuel speeds may be based on the desired rotation speed and / or operating load conditions of the engine system 116. Multiplying this ratio of fuel delivery rates by the fuel delivery rate for non-donor cylinders 200 results in a fuel delivery rate for donor cylinders 202 in one embodiment of the invention.

Exhaust valve closure parameter 424 (ex baic! Wa1ue e1o8ige) (ECC) represents the period of time when the exhaust valve 310 remains open, allowing exhaust gases in the combustion chamber 300 to exit the combustion chamber 300. For example, the EUS parameter 424 may be expressed as the period of time when the exhaust valve 310 remains open. The CID parameter 424 is shown in FIG. 4 as a period of time that lasts from a fourth time point 418 to a fifth time point 420, or during a release cycle 408. The fourth point in time 418 may represent the point in time when the exhaust valve 310 opens, and the fifth point in time 420 may represent the point in time when the exhaust valve 310 closes.

The control unit 114 may change the ECC parameter 424 to increase or decrease the time period when the exhaust valve 310 remains open. As shown in FIG. 4, the ASM parameter 424 can be increased to a longer ASM parameter 424A by shifting the point in time at which the exhaust valve 310 opens, or the fourth point in time 418, to the fourth point in time 418A that occurs earlier. Alternatively, the ECM parameter 424 may be increased by shifting the point in time at which the exhaust valve 310 closes, or the fifth point 420 in time, to a later point in time. Since the exhaust valve 310 remains open longer, a larger volume of exhaust gas can be directed from the combustion chamber 300.

The ASM parameter 424 can be reduced to a shorter ASM parameter 424B by shifting the point in time at which the exhaust valve 310 opens, or the fourth point in time 418, to a later fourth point in time 418B. Alternatively, the ESC parameter 424 can be reduced by shifting the point in time at which the exhaust valve 310 closes, or the fifth point in time 420, to an earlier point in time. A reduction in the ESC parameter 424 causes the exhaust valve 310 to remain open for a shorter period of time. Since the amount of time that the exhaust valve 310 remains open is reduced, less exhaust gas can exit the combustion chamber 300.

Parameter 410 1УС, parameter 422 §01, fuel supply parameter and parameter 424 ЕУС can be collectively called the operating parameters of the non-donor and donor cylinders 200, 202. The control unit can adjust or change one or more operating parameters for the donor cylinders without changing one or more operating parameters of the non-donor cylinders. Alternatively, the control unit may change the operating parameter simultaneously or in parallel for both donor and non-donor cylinders based on a change in operating parameters for the non-donor cylinders.

The donor cylinder may have an operating parameter that is different from the operating parameter of another donor cylinder. The operating parameters may be the same for all donor cylinders. The control unit may change one or more operating parameters for the donor cylinders by an amount that differs from the change in operating parameters for the other donor cylinder. Alternatively, changes in operating parameters may be the same for all donor cylinders.

The control unit may change one or more operating parameters of the donor cylinders based on one or more indicators of the engine system. For example, a control unit may change operating parameters based on a measure of engine performance. An engine performance indicator represents a measurement result or a quantitative characteristic of an engine system. In one embodiment, a measure of engine performance is the load of the engine system or the required power generated by the engine system. In another embodiment, an engine performance metric represents the speed of an engine system. An engine performance indicator may represent a result of measuring air flow through an engine system. In another embodiment, the engine performance metric includes the result of measuring the power generated by the donor cylinders 202. For example, the engine performance metric may be the result of a horsepower measurement of horsepower generated by the donor cylinders of the engine system.

The engine performance metric may include a result of measuring the performance of the engine system. For example, an engine performance metric may include a measurement of donor cylinder efficiency in converting fuel to power. The engine performance metric may include other results from measuring the performance or performance of the engine system. In one embodiment of the invention, an engine performance indicator includes a plurality of engine system performance measurements. For example, an engine performance metric may include or be based on measurements of power generated by donor cylinders 202 and the efficiency of donor cylinders. One or more sensors associated with the control unit may measure an indicator of engine performance.

Other examples of suitable parameters for determining an engine performance indicator may include one or more of the following: engine system load, engine system rotation speed, engine system temperature, air flow through the engine system, temperature of air flowing through a manifold connected to the engine system, refrigerant temperature flowing through the engine system, the requested level of power generated by the engine system, the oxygen content in the air entering Stem engine, atmospheric pressure measured near the engine system, the measured rotation speed of the turbocharger, surging of the turbocharger detected event or an indication that the value of one or more of these parameters will inevitably intersects the predetermined threshold.

The control unit may change the operating parameters for the donor cylinders based on an indicator of emission characteristics. An ejection characteristic indicator is a measurement result or a quantitative characteristic of exhaust gases formed by non-donor and / or donor cylinders in one embodiment of the invention. In one embodiment, an indicator of emission characteristics includes a measurement of a volumetric flow rate of exhaust gases from donor cylinders. An indicator of emission characteristics may be the result of measuring the mass flow rate of exhaust gases that flow from the donor cylinders 202 when the exhaust valves 310 of the donor cylinders are open. The exhaust gas volumetric flow rate may be measured by a sensor (not shown), for example a mass flow rate sensor connected to the control unit 114. The exhaust gas volumetric flow rate can be expressed as the mass of exhaust gas from the donor cylinders 202 that pass through the surface area per unit time. In one embodiment, the exhaust gas volumetric flow rate may be the result of measuring the mass of one or more exhaust gas components of donor cylinders 202 passing through a surface area per unit time. For example, the exhaust gas volumetric flow rate may represent the amount of one or more exhaust gas components, such as ΝΟ _Χ , that could flow into the exhaust gas.

In another embodiment, an indicator of emission characteristics may include a measurement result of a composition of one or more components of exhaust gases formed by an engine system. For example, an indicator of emission characteristics may be the concentration of one or more components of the exhaust gases formed by donor and / or non-donor cylinders 200, 202, for example, the concentration of particulate matter, ΝΟ _Χ or §Ох. Alternatively, an indicator of emission characteristics may be the result of measuring the oxygen concentration in the exhaust gases formed by the donor and / or non-donor cylinders 200, 202.

In one embodiment, an indicator of emission characteristics includes a plurality of measurement results of exhaust gases of an engine system. For example, an indicator of emission characteristics may include or be based on the results of measurements of the volumetric flow rate of exhaust gases from the donor cylinders 202 and the concentration of one or more components of exhaust gases from the donor cylinders 202.

In FIG. 5 is a flow chart of a method 500 for controlling an engine system 116 in accordance with one embodiment of the invention. The control method 500 can be used to adjust the operating parameters of the donor cylinders 202 (shown in Fig. 2) relative to the operating parameters of the donor cylinders 200 (shown in Fig. 2) to reduce emissions from the engine system, while limiting the loss of efficiency of the engine system as a result of emission reduction components. The first fuel supply parameter for one or more donor cylinders 202 may be based on the second fuel supply parameter for one or more non-donor cylinders 200, for example, the first fuel supply parameter is a decimal factor of the second fuel supply parameter.

In step 502, the engine non-donor and donor cylinders operate in accordance with the operating parameters. For example, a non-donor cylinder and a donor cylinder of an engine system operate based on or with respect to one or more operating parameters. Operating parameters may include, for example, cycle times 402, 404, 406, 408 and / or the amount of fuel used to move

- 7 025342 pistons 302 (shown in Fig. 3) inside the non-donor and donor cylinders 200, 202. Other operating parameters may be parameter 410 1US (shown in Fig. 4), parameter 422 §01 (shown in Fig. 4), fuel supply parameter and / or BEAD parameter 424 (shown in Fig. 4).

Parameter 410 1US (shown in Fig. 4), parameter 422 §01 (shown in Fig. 4) and parameter 424 of the ECC (shown in Fig. 4) specify the synchronization of various events during a four-stroke cycle of movement of the pistons 302 (shown in Fig. 3 ) inside the non-donor and donor cylinders 200, 202 (shown in Fig. 2). For example, parameter 410 1US sets the time for opening or closing the intake valve 308 (shown in Fig. 3), parameter 422 §01 sets the time for fuel injection into the combustion chamber 300 (shown in Fig. 3) of the non-donor and donor cylinders 200, 202, and the parameter 424 SBC sets the time for opening or closing the exhaust valve 310 (shown in Fig. 3). The fuel supply parameter sets the amount of fuel that is injected into the combustion chamber 300.

At 504, an engine performance indicator is monitored. For example, the control unit 114 may measure an engine performance in the form of power generated by donor cylinders 202 (shown in FIG. 2) and / or the efficiency of donor cylinders 202 in converting fuel injected into donor cylinders 202 into power. The control unit 114 may periodically measure power and / or efficiency to monitor an engine performance metric for donor cylinders 202.

At 506, an engine performance metric is compared with one or more thresholds. For example, an indicator of engine performance may include a measurement of the power generated by donor cylinders 202 (shown in FIG. 2), which is compared with a threshold power value. If the power generated by the donor cylinders 202 exceeds a threshold power value, then an engine performance indicator may indicate that the operation of the donor cylinders 202, based on current operating parameters, produces sufficient power. For example, the power generated by the donor cylinders 202 may be sufficient to satisfy the requirement for the load on the engine system from the rail vehicle 100.

On the contrary, if the engine performance indicator does not exceed the threshold power value, then the engine performance indicator may indicate that the operation of the donor cylinders 202 (shown in Fig. 2) based on the current operating parameters may not be sufficient to generate the power necessary to satisfy the requirement engine system load. As a result, one or more operating parameters of the donor cylinders 202 may need to be adjusted to increase the power generated by the donor cylinders 202.

In another embodiment, the engine performance metric may include a result of measuring the efficiency of the donor cylinders 202 (shown in FIG. 2), which is compared with a threshold efficiency value. If the efficiency of the donor cylinders 202 exceeds the threshold efficiency value, then the engine performance indicator may indicate that the donor cylinders 202 are operating at a sufficiently high efficiency based on the current operating parameters. On the other hand, if the engine performance indicator does not exceed the threshold efficiency value, then the engine performance indicator may indicate that the current operating parameters of the donor cylinders 202 may need to be adjusted to increase the efficiency of the donor cylinders 202.

In one embodiment of the invention, more than one engine performance metric is compared to a corresponding threshold. For example, the power generated by donor cylinders 202 (shown in FIG. 2) can be compared with a threshold value of power, while the efficiency of donor cylinders 202 can be compared with a threshold value of efficiency. If at least a predetermined number of engine performance indicators exceed respective thresholds, then engine performance indicators may indicate that the operating parameters need not be changed to improve engine performance. Alternatively, if fewer than a predetermined number of engine performance indicators exceed appropriate thresholds, then engine performance indicators may indicate that operating parameters need to be changed to improve engine performance.

If the engine performance indicator does not exceed the corresponding (corresponding) threshold (threshold) value (s), then the method 500 proceeds to step 508. If the engine performance indicator or indicators really exceed the corresponding (corresponding) threshold (threshold) value (s), execution of method 500 proceeds to step 510.

At 508, one or more operating parameters are changed to increase an engine's performance. For example, one or more operating parameters of the donor cylinders 202 (shown in FIG. 2) is changed by the control unit 114 to increase the power generated by the donor cylinders 202 and / or the efficiency of the donor engines 202. In one embodiment of the invention, parameter 410 1US (shown in Fig. 4) increase for the injection of a larger number

- 8 025342 of intake air into the combustion chambers 300 (shown in FIG. 3) of the donor cylinders 202. An increase in the amount of intake air in the combustion chambers 300 can increase the pressure inside the combustion chambers 300 and increase the power and / or efficiency of the donor cylinders 202.

The fuel supply parameter can be changed to increase the power and / or efficiency of the donor cylinders 202 (shown in Fig. 2). For example, the fuel delivery parameter may be increased to inject more fuel during combustion cycle 406 (shown in FIG. 4). Since more fuel is injected into the combustion chambers 300 (shown in FIG. 3) of the donor cylinders 202, the combustion of the fuel can create a higher pressure in the combustion chambers 300 and cause the pistons 302 (shown in FIG. 3) to move down with more force. As a result, the shaft 204 (shown in FIG. 2) can be driven by large torque pistons 302. Since the shaft 204 rotates with high torque, more power and electric current is generated.

In another embodiment, the fuel delivery parameter can be reduced so that less fuel is injected into the combustion chambers 300 (shown in FIG. 3) of the donor cylinders 202 (shown in FIG. 2) during the combustion cycle 406 (shown in FIG. 4). Reducing the amount of fuel that is injected into the donor cylinders 202 can lead to lower pressures and higher air / fuel ratios. In addition, burning less fuel in the donor cylinders 202 (shown in FIG. 2), which can be obtained to operate the donor cylinders 202 with lower efficiency than the non-donor cylinders 200, can increase the efficiency of the engine system.

Parameter 422 §01 (shown in Fig. 4) can be changed to increase the power and / or efficiency of the donor cylinders 202 (shown in Fig. 2). For example, parameter 422 §01 can be changed so that fuel is injected into the combustion chambers 300 (shown in FIG. 3) of the donor cylinders 202 at an earlier point in time. Injecting fuel into the combustion chambers 300 at an earlier point in time can increase the pressure obtained by burning fuel in the combustion chambers 300. As pressure rises, pistons 302 (shown in FIG. 3) can produce more power, as described above.

Although some examples of changing different operating parameters of donor cylinders 202 (shown in FIG. 2) to change an engine performance indicator are described above, alternatively, other operating parameters of donor cylinders 202 can be changed based on an indicator or engine performance indicators.

At step 510, an indicator of emission characteristics is controlled. The control unit 114 can monitor an indicator of emission characteristics by measuring the volumetric flow rate of exhaust gases at which exhaust gases flow out from the donor cylinders 202 (shown in FIG. 2) and / or the concentration of one or more components in the exhaust gases coming from the donor cylinders 202. The control unit 114 may periodically measure the volumetric flow rate of the exhaust gases and / or the concentration of the components for the donor cylinders 202 to monitor the emission characteristics of the donor cylinders 202.

At step 512, the ejection characteristic metric is compared with one or more threshold values. For example, an indicator of emission characteristics may include a volumetric flow rate of exhaust gases from donor cylinders 202, which is compared with a threshold flow rate. If the measured volumetric flow rate of the exhaust gas exceeds a threshold flow rate, then the emission performance indicator may indicate that the operation of the donor cylinders 202, based on the current operating parameters, produces too much exhaust gas, or a relatively high exhaust gas flow rate. As the amount of exhaust gas flowing out of the donor cylinders 202 increases, the concentration of exhaust gas components formed by the engine system may increase. As a result, one or more operating parameters of the donor cylinders 202 may need to be adjusted to reduce the volumetric flow rate of exhaust gases generated by the donor cylinders 202.

The threshold flow rate may be a predetermined flow rate and / or may be based on the location of the engine system. For example, a vehicle may travel through areas with different standards or thresholds for concentrations of exhaust components. When the rail vehicle 100 enters the coverage area of another standard or threshold value, the threshold flow rate can be adjusted in accordance with the threshold value of the zone. Zones can be set using location determination by the OR8 system, geofences, measurements of environmental conditions, signaling devices in the roadside or on the sidewalk, etc.

On the contrary, if the indicator of emission characteristics does not exceed the threshold flow rate, then the indicator of emission characteristics may indicate that the volumetric flow rate of exhaust gases is low enough so that the current operating parameters do not need to be adjusted. For example, donor cylinders 202 can generate sufficiently small exhaust volumes based on current operating parameters, so that the operating parameters do not need to be adjusted to reduce

- 9 025342 exhaust gas volumetric flow rate.

In another embodiment, an indicator of emission characteristics may include a result of measuring the concentration of one or more components in the exhaust gases formed by donor cylinders 202. The concentration of the component is compared with one or more threshold concentration values to determine if the exhaust gases have an excess concentration of the component. If the concentration of the component exceeds a threshold concentration value, then an indicator of emission characteristics may indicate that the operation of the engine system based on the current operating parameters produces too many specific components. For example, donor cylinders can produce too much ΝΟ _Χ . As a result, one or more operating parameters of the donor cylinders may need to be adjusted to reduce the ΝΟ _Χ concentration in the exhaust gases leaving the engine system. As with the flow threshold, the concentration threshold may vary based on the location or environmental conditions of the vehicle.

On the other hand, if the indicator of emission characteristics does not exceed the threshold value of concentration, then the indicator of emission characteristics may indicate that the current operating parameters do not need to be adjusted or may be adjusted to increase efficiency. For example, an engine system may produce exhaust gases that have relatively low concentrations of one or more components based on current operating parameters. As a result, the operating parameters of donor cylinders may not need to be changed or may change to increase efficiency with increasing component concentration up to a set threshold value, not exceeding it.

In one embodiment of the invention, more than one indicator of emission characteristics is compared with a corresponding threshold value. For example, the volumetric flow rate of exhaust gases generated by the donor cylinders 202 can be compared with a threshold flow rate, while the concentration of the exhaust component from the donor cylinders 202 can be compared with a threshold concentration value. If at least a predetermined number of emission characteristics indicators exceed respective threshold values, then emission characteristics indicators may indicate that operating parameters may need to be changed to improve emission characteristics. Alternatively, if fewer than a predetermined number of emission characteristics indicators exceed the corresponding threshold values, then emission characteristics may not indicate that operating parameters need to be changed to improve emission characteristics.

If the indicator of the emission characteristics does not exceed the corresponding (appropriate) threshold (threshold) value (s), then the method 500 returns to step 502, where the engine system continues to operate based on operating parameters that may or may not have been adjusted based on method 500 If the indicator of emission characteristics exceeds the corresponding (corresponding) threshold (threshold) value (s), then the execution of method 500 proceeds to step 514.

At step 514, one or more operating parameters of the donor cylinders 202 are changed. The operating parameters can be changed to reduce the volumetric flow rate of the exhaust gases generated by the donor cylinders 202, and / or to reduce the concentration of the component in the exhaust gases formed by the donor cylinders 202.

In one embodiment of the invention, the parameter 410 1US (shown in Fig. 4) is changed to reduce the volumetric flow rate of exhaust gases from the donor cylinders 202. The parameter 410 1US can be reduced to introduce less air into the chamber 300 of the combustion (shown in Fig. 3). Donor cylinders produce less exhaust gas in response to a reduced amount of air in the combustion chambers 300 in the donor cylinders 202. If the exhaust gas volume flow from the donor cylinders 202 exceeds a threshold flow rate, then the USC parameter 410 can be reduced to reduce the exhaust gas volume flow.

Parameter 422 8ΟΙ (shown in Fig. 4) can be changed to reduce the volumetric flow rate of exhaust gases and / or the concentration of the component of the exhaust gases formed by donor cylinders 202. For example, changing parameter 422 8ΟΙ so that fuel is injected into the combustion chambers 300 (shown in Fig. 3) of the donor cylinders 202 at a later point in time, can reduce the pressure inside the combustion chambers 300. Pressure reduction can also reduce the concentration of the exhaust component.

The fuel supply parameter may be varied to adjust the power, pressure and concentration of gaseous products of combustion in the exhaust gases formed by the donor cylinders 202. For example, increasing the fuel supply parameter so that more fuel is injected into the combustion chambers 300 (shown in FIG. 3) of the donor cylinders 202 may reduce the amount of oxygen that remains in the exhaust gases, while increasing the concentration of carbon dioxide (CO ₂ ) and water. Reducing the amount of oxygen and increasing the amount of gaseous products of combustion in the exhaust gas to be recirculated can prevent the formation of nitrogen oxides (ΝΟ _Χ ) in the exhaust gas of the non-donor cylinders 200.

After changing the operating parameters, the execution of the method 500 returns to step 502, where the donor cylinders 202 continue to operate based on the operating parameters that were adjusted based on the method 500. The method 500 may continue to operate on a feedback loop or loop, while the operating parameters are adjusted based on engine performance indicators and / or emission characteristics indicators in order to reduce components formed by donor cylinders 202, preventing a significant decrease in donor efficiency ilindrov 202. For example, operating parameters may be periodically varied to achieve the objectives of the emissions and efficiency of the engine system. The method 500 may change the operating parameters to meet emission or efficiency thresholds or targets, since the power required by the engine system to drive the rail vehicle 100 changes.

In addition to the feedback loop described above, or as an alternative to the method 500, the operating parameters can be adjusted or changed based on a map of engine characteristics and parameters, such as rotational speed and load, as well as the required emission limits. For example, the control unit 114 may change one or more operating parameters based on the rotation speed of the engine system, the load requirements for the engine system, and / or a predetermined emission limit. The performance map may include the value or setting of one or more operating parameters based on various values of rotation speed, load requirements and / or emission limits. When the rotation speed, the load requirement and / or the emission limit are changed, the control unit 114 may refer to the characteristics map to determine new or adjusted values for the operating parameters. The performance map may be stored and may be available on a machine-readable medium 118.

In order to meet the emission targets and engine system efficiency, the method 500 may attempt to change one or more operating parameters in opposite directions. For example, in step 508, in order to increase the engine performance indicator in method 500, it can be determined that the 1US parameter 410 (shown in FIG. 4) should be increased to increase the amount of intake air received by the combustion chambers 300 (shown in FIG. 3) and the internal pressure combustion chambers 300. However, in step 514, in order to reduce the emission characteristic in the method 500, it can also be determined that the parameter 410 1US should be reduced to reduce the amount of intake air received by the combustion chambers 300 and the pressure inside the combustion chambers 300.

In one embodiment of the invention, the method 500 uses criteria or priority rules for opposing changes in operating parameters that are determined using method 500. For example, in method 500, priority can be given to changes in operating parameters that are based on comparisons of an ejection characteristic indicator with threshold values, over changes in operating parameters, which are based on comparisons of engine performance with threshold values. If a change in an operating parameter that is based on a comparison of an emission characteristic indicator with a threshold value is opposed or otherwise contradicts a change in an operating parameter that is based on a comparison of an engine performance indicator with a threshold value, then a change that is based on an indicator of an emission characteristic is applied to the operating parameter while a change based on an engine performance indicator is not applied. Alternatively, if a change in the operating parameter, which is based on a comparison of the engine performance indicator with a threshold value, is opposed or otherwise contradicts a change in the operation parameter, which is based on a comparison of the emission characteristic indicator with a threshold value, then a change that is based on the engine performance indicator is applied to operating parameter, while a change based on an indicator of emission characteristics is not applied.

In the present description, any element or step indicated in the singular also encompasses the plurality of said elements or steps, unless otherwise indicated. In addition, references to one embodiment of the invention do not exclude additional embodiments of the invention, including these features. Moreover, unless expressly stated otherwise, options containing or having an element or a plurality of elements having a specific property may include additional such elements not having a specific property.

It should be understood that the above description is intended to illustrate the invention and does not limit the invention. For example, the described options (and / or aspects thereof) can be used in combination with each other. In addition, many modifications can be made to adapt a particular situation or material to the principles of the invention set forth herein, within the spirit of the invention. Although the sizes and types of materials described herein are intended to establish the parameters of the invention, they do not limit the invention and are given as examples of its implementation. Many other embodiments of the invention will be apparent to those skilled in the art from the above description. The invention is defined by the appended claims, together with all equivalents covered by this formula. In the appended claims, the terms including and in which containing and where are used as synonyms. Moreover, in the claims, the terms first, second and third, etc. are used only as designations and do not establish numerical requirements for these objects.

Embodiments of the invention are provided herein, including a preferred embodiment, to disclose the invention and to enable a person skilled in the art to put the invention into practice, including the manufacture and use of any devices or systems and the implementation of any appropriate methods. The scope of legal protection of the invention is determined by the claims and covers other examples that are understandable to specialists. Such other examples are encompassed by the claims if they contain structural elements that are not different from those indicated in the claims, or if they contain equivalent structural elements.

Claims (11)

CLAIM 1. An engine comprising a plurality of cylinders comprising one or more donor cylinders and one or more non-donor cylinders; a turbocharger configured to receive exhaust from non-donor cylinders; a control unit that controls the operation of one or more donor cylinders based on the operation of one or more non-donor cylinders, the control unit controls the operation of donor cylinders based on the air / fuel ratio for the non-donor cylinders and based on an engine performance indicator implying one of the following or a combination of: air flow through the engine; temperature of the refrigerant flowing through the engine; the oxygen content in the air entering the engine; a measured turbocompressor rotation speed or detection of a surge event of a turbocompressor; wherein the control unit is connected to the fuel nozzle of the donor cylinder to control at least one operating parameter of one or more donor cylinders operating in accordance with a multi-cycle cycle and receiving fuel from the fuel nozzle, said at least one operating parameter implying one of the following or a combination of: the moment of fuel injection into one or more donor cylinders; the amount of fuel injected into one or more donor cylinders; a fuel / air ratio for an air-fuel mixture that is injected into one or more donor cylinders; pressure at which fuel is injected into one or more donor cylinders. 2. The engine according to claim 1, in which the control unit controls the operation of the donor cylinders by influencing the operating parameter of the donor cylinder in a predetermined ratio to the corresponding operating parameter of the non-donor cylinders. 3. The engine according to claim 1, in which the control unit also controls the operation of the donor cylinders based on an indicator of emission characteristics representing one or more measurement results of the exhaust gases of the cylinders. 4. The engine according to claim 1, in which the indicator of engine performance also contains one or more of the following: engine load, engine speed, engine temperature, temperature of air flowing through a manifold connected to the engine, the required level of power generated by the engine, or measured atmospheric pressure near the engine. 5. The engine according to claim 3, in which the indicator of emission characteristics represents the concentration of the exhaust component, the component being solid particles or one or more of the following: oxygen, carbon monoxide, carbon dioxide or nitrogen oxides. 6. The engine according to claim 1, in which the control unit is associated with one or more of the following: an inlet valve of at least one donor cylinder, wherein the control unit controls the closing parameter of the inlet valve (1US), which sets when the inlet valve is open or closed; the outlet valve of the donor cylinder, while the control unit controls the closing parameter of the outlet valve (BEAD), which sets when the exhaust valve is open or closed; or a fuel injector, while the control unit controls the injection start parameter (8ΘΙ). 7. The engine of claim 1, wherein the control unit is coupled to an engine performance sensor for monitoring an engine performance indicator for the donor cylinder in the form of power generated by the donor cylinder and / or efficiency of the donor cylinder. 8. The engine according to claim 1, in which the control unit is connected to an emission sensor for monitoring an indicator of exhaust emission characteristics formed by the donor cylinder in the form of a volumetric flow rate of exhaust gases and / or the concentration of an exhaust component from the donor cylinder. 9. The engine according to claim 1, in which the operating parameters include at least one of the following: - 12 025342 gas distribution for the multi-cycle cycle, timing of the injection for the multi-cycle cycle and the amount of fuel received by the non-donor cylinder during the multi-cycle cycle. 10. The engine according to claim 1, in which the non-donor cylinder has a piston connected to the shaft and configured to move inside the combustion chamber of the non-donor cylinder in accordance with a multi-cycle cycle; the donor cylinder has a piston connected to the shaft and configured to move inside the combustion chamber of the donor cylinder in accordance with a multi-cycle cycle, wherein the donor cylinder and donor cylinder receive air and fuel in accordance with the operating parameters of the donor cylinder and donor cylinder to ignite the fuel and bring in the movement of the pistons of the donor and non-donor cylinders, respectively, and the operating parameters specify at least one of the following: gas distribution for multi-stroke stem, the time characteristics of fuel injection to Multicycle cycle or the amount of fuel received nedonornym cylinder and cylinder for the donor Multicycle cycle. 11. An engine comprising a plurality of cylinders comprising one or more donor cylinders and one or more non-donor cylinders; a turbocharger configured to receive exhaust from non-donor cylinders; a control unit that is associated with one or more of the following: an inlet valve, an exhaust valve or a fuel injector of one or more donor cylinders for controlling their operation based on the operation of one or more non-donor cylinders, the control unit controlling the operation of the donor cylinders based on the air / fuel for non-donor cylinders and based on an engine performance indicator implying one of the following or a combination: air flow through the engine; temperature of the refrigerant flowing through the engine; the oxygen content in the air entering the engine; the measured turbocompressor rotation speed or the detected turbocompressor surge event.